Apparatus for injecting fuel into internal-combustion motors.



P.DURR. APPARATUS FOR INJEGTING FUEL INTO INTERNAL COMBUSTION MOTORS. APPLICATION FILED DEO.17, 1907.

924,044, v Patented June 8, 1909.

2 SHEETS-SHEET 1.

F. D URR. APPARATUS FOR INJEGTING FUEL INTO INTERNAL COMBUSTION MOTORS.

APPLICATION FILED DEO.17, 1907. 924,044.

2 SHEETS-SHEET 2.

Patented June 8, 1909.

UNITED sTA n s rA TENT OFFICE,

FRITZ DI'iRR, F F RANKFORT-ON-THEMAIN, GERMANY.

APPARATUS FOR INJ'EO'IING FUEL INTO INTERNAL-COMBUSTION MOTORS.

\ To all whom it may concern:

Be it known that I, FRITZ DI'iRR, engineer, a subject of the German Emperor, and residing at 134 Oederweg, Frankfort-on-the-Main, Germany, have invented certain new and useful Improvements in Ap aratus for Injecting Fuel into Internal-Climbustion Motors, of which the following is a specification. This invention relates to an im rovd method of injecting fuel intointerna combustion motors and apparatus therefor.

Internal combustion engines wherein the fuel is injected into the workin' cylinder under pressure, and in which at t 0 same time compressed air is introduced with the fuel in order to obtain a better diffusion of the latter, work with a fuelum and an air ump. Also for both the file an compresse air a special regulating valve. is required.

By the present invention the method of injection is considerably simplified. The pum for the liquid fuel is omitted and the regu ation ofthe'fuel and air is effected by the same valve. The fuel is carried in a vessel and is under considerable air-pressure and from this vessel it is conducted throu h an air and a fuel ipe to the injection nozz e;

The annexed d iawings show. two embodiments of the invention. 7

In the drawings :Figures 1 and 3 are 1on. gitudinal sections, of the two embodiments. Fig. 2 is a cross sectionon line AB of Fig. 1; Fig. 4.is a cross section on line O-D of Fig. 3; Fig. 5 is a longitudinal section in which the device illustrated in Fig. 1,, is shown connected with the cylinder ofthe engine; and Fig. 6 is a similar longitudinal section in which the device shown in Fig. '3 isshown connected up with the cylinder of the en e. he air pressure is constantly maintained by connecting the apparatus with. an air pump which can be of any suitable con-- struction, and which is not shown in the drawing. The air pump supplies the fuel vessel at all'times w1th a1r in excess, said excess of air esca ing through a safety-valve. The air pipe ans the fuel pipe are connected to the unions 1;, c which terminate in the injector nozzle 0.. The entrance of the fuelis tangentially efiected as regards the nozzle, as can be seen. from Fig. 2, so that a whirlm movement is produced. Should air and he be admitted under equal pressure through c and b respectively, (see Fig. 1) ,the air being Specification of Letters Patent.

Application fi1cd December 17, 1907. Serial No. 406,920!

little air into the c linder.

el-cock opened and the lot valve again opened for a short tlme, so that Patented June 8., 1909.

lighter than the fuel will be ejected uicker in all directions, part oes downward, ut'gfi far the largest part wi move upward and the chamber 6 above the valve. This action will occur when the valve (2 which en ages in the nozzle, islifted, the said valve eing moved by the motor through the agency of the lever 1' ivoted at s. The fluid fuel being heavier wi therefore flow downward, takes" a whirling movement and is drawn along and diflused partly by its own pressure and partly by the'com ressed. air, wh1ch flows out of the interior of t e chamber e and passes through the radial channels f and axial bore 9 provided in the valve a in the direction of arrow h. The arrangement of Zthe small chamber e \fiorsu plyin the compressed air connected to the c hanne s f g and an axial chamber c in the valve, has a further advantage. In

nearly all injecting a paratus, a slight quantity of undiflused fue remains after the closing of the valve, which is not completely burned; In the present apparatus, the 'com ressed airin e and i esca es after the closmg of the valve and takes t e remaining portions of the fuel which is still in the nozzle,

' with it;

As shown in Fig. 5, the cone-valve is adapted to be actuated by the air-admisslon valve an opening into the workingcylinder u of the motor.

' In the embodiment shown in Fig. 6, y is the admission valve for a'mixture of air and as and z the exhaust valve.. In this emodiment, the injection nozzle is connected directly to the air-inlet within which it forms a mixture. a The described arran ement also enables a convenient starting 0 the motor. If the fuel and air ducts are each provided with a closing cock, and if the fuel duct is closed and .the air ductopened, one can by lifting the valve in'the apparatus, at 'first introduce a Thereupon the valve is closed, the

a mixture passes into the cylinder. If then the magnet is then put into action by hand, the first explosion will result and the motor start.

Almost equally efficient atomization can be obtained in the case ofvaponzers in which only normal air-jpressure'acts on the fuel and I solely by thelowering of pressure in a vapo-' "in which the flow offuel. and air is caused rizer m (Fig. 3) arranged between the motorcylinder and the'fuel-tank. In this case airat one side and fuel at the other flow tan entially to the nozzle 0, (Figs. 3 and 4) circu ate around the cone k,whichis not quite in contact with the wall of the nozzle, and then pass out of the nozzle into the vaporizer m, sucking atmospheric air through the lateral orifices n.

What I'elaim as my'invention and desire to secure by United States Letters Patent is:

1. An apparatus for injecting fuel into internal combustion motors com rising a conical injector nozzle provided wit supplyports opening thereinto tangentially to its inner lateral surface; a valve for controlling the flow of fuelithrough the nozzle, said valve being provided with a fuel chamber in open communication with saidnozzle.

2. An apparatus for injecting fuel into internal combustion motors comprising a conical nozzle provided with su plyorts, a valve cone for controlling the 50w t rough said nozzle, said valve-cone being provided With a fuel chamber and adapted to form an injector with the Walls of the nozzle; an annular chamber provided around said cone- I valve above said supply-ports; and means "or providing communicating channels between the annular chamber, the supplyports and the cone-valve chamber.

3. In an apparatus for injecting fuel into an internal combustion motor, an injecting nozzle provided with supply-ports; a valve for said nozzle provided with a fuel chamber, an outer recess communicating with the fuel chamber by means of radial passage ways, and a downwardly opening orifice from the fuel-chamber; the walls of said nozzle being adapted to form with said piston, passages between the supply-ports and the outer recess, and between the supply-ports, and the tip of the nozzle.

4. In an apparatus for injecting fuel into an internal combustion motor, a conical nozzle provided with supply-p0rts in a lane transverse to the axis of the nozzle an tangential to conical surface thereof; and a conical valve for said nozzle conforming to the shape of the nozzle and adapted to form an injector for the fuel.

The foregoing specification signed at Berlin, Germany, this fourth day -of December,

FRITZ DURR. In presence of two witnesses- HENRY HASPER, WOLDEMAR HAUPT. 

